Electromechanical safety device.



A. Pl SANBORN.& R. C. WILSON.

ELECTROMECHANICAL SAFETY DEVICE APPLICATION FILED JUNE 22. l9I4.

A. P. SANBORN L R. C. WILSON.

ELECTROMECHAMCAL SAFETY DEVICE.

APPLICATION FILED `JUNE 22,19l4.

Z. nmumml @5f @Houtman APPLICATION FILED JUNE 22, I9l4.

Patented Muy 9, 1916.

3 SHEETS*SHEET 3 A. P. SANBORN & R. C. WILSON.

ELECTROMECHANICAI. SAFETY DEVICE.

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narran srnrae rnrnnr craneal ARTHUR P. SANBORN AND ROYO. WILSON, 0F OSSINING-,v-NEW YORK, ASSIGNORS OF ONE-THIRD T0 HORCER. HORTON, OF HAYMOUNT, NEW YORK.

' ELEGTRGMECHNICAL SAFETY DEVICE.

Specification of Letters Patent.

Patented May 9, 1916.

i Application led J une 22, 1914. Serial No. 846,585.

be a full, clear, and exact description of they invention, such as will enable others skilled in the art to which it appertains to make and use the same.

Our invention relates broadly to that class of devices having for their object the prevention of accidents on railroads, resulting from a failure on the part of the engineer to heed or notice danger signals; but more especially to that class of the latter, which v are intended to be used in conjunction with ous to the track in the immediate vicinity of the signal tower, which are controlled by the signal arm of the latter and designed to actuate certain means carried by the train,`

to stop the same.

One object of this invention is to provide means partially mechanical and partially electrical, which will upon an engineer allowing his train to pass a signal tower whose arm is set at danger, automatically stop the train, apprise the engineer by means of a visible signal that a danger signal has been passed, aswell as recorded, by means of an indicator, each and every failure on the part of said engineer to obseme and obey the signal.

Another and further object of this invention is the provision of a simple and efficient electrical means which are disposed adjacent the track rails, for actuation of the subject matter of our pending divisional applications Serial No. 23,205 led AprilI 22, 1915--Serial No. 41381, filed July 22, 1915- Serial No. 41382, filed July 22, 1915-and Serial No. 41,383, iled July 22, 1915.

ln the accompanying drawings in which .slmilar parts are designated by corresponding reference numeralsz'Figure l is a diagrammatic view illustrating our improved track magnets, their circuits; and disposition with respect to the semaphore tower which is shown set at danger: Fig. 2 is a longitudinal vertical section of our solenoid casing, having in connection therewith a diagrammatic showing of the circuits involvedv in our improved train stopping mechanism: Fig. 3 is a transverse vertical section taken on the line 3 3 of Fig. 2: Fig. 4 is a similar view taken on the line 4 4 of Fig. 2: Fig. 5 is a horizontal section taken on the line 5-5 of Fig. 2: Fig. 6 is a side elevation of our improved track magnet:` Fig. 7 is a longitudinal vertical section therethrough: Fig. 8 is a top plan View thereof: Fig. 9 is a transverse vertical section taken on the line 9-9 of Fig. 7 Fig.l

10 is a transverse vertical section of the housing which depends from the pilot beam, showing the disposition of the movable arm with respect to the track magnets, one of the latter being shown in section: Fig. 11 1s a fragmentary showing of an engine pilot beam having our improved housing depend'- ing therefrom with the arm which is pivotally mounted in saidhousing disposed beneath theservice track magnet which latter is shown 1n section: Fig. 12 is a horizontal section taken on the line 12-12 of Fig. 11.

ln the present exempliication, 1 indicates the locomotive, 2 the track rails, 3 the semaphore, disposed, as usual, adjacent the track at the entrance to each block, and carrying an arm 4 which is movable to various positions indicative of safety, caution or danger, by means of the small motor 5, connected with a suitable. source of supply. This motor and its connections which fare here shown diagrammatically, arev unimportant and form 'no'pa-rt of the present invention. Pivotally mounted in the base by mounting a small magnetv 9 within the` for a purpose tobe hereinafter referred to.

In this connection, it will be understood that the foregoing may be carried into effect base of the semaphore immediately above the switch arm 6 and connecting said magnet in series with-'the motor circuit. The switch would by this arrangement, form the armature of said magnet 9. Hence, as

long as the motor remains in circuit to retain the semaphore arm in safety or caution position, the magnet, by reason of its series connection, will be energized and switch arm 6 held in an elevated position, butl after said semaphore arm has been dropped to danger as the motor circuit is now broken, the magnet 9 will be denergized and switch 'arm of switch 6 dropping, will close the switch as will be readily understood.

To actuate the engine circuit controlling lever mounted on the pilot beams and which will be hereinafter referred to, we provide two high powered electromagnets 1-0 and 11 each consisting of a rectangular base 12, having a .central web 13 which latter is provided with a circumscribing magnetic coil 14, which converts said web 13 into the core of the magnet. A cover 15, having therein an opening 15 whose length and width cor-V respond to thel side of web 13, is disposed upon coil 14, with the web 13 projecting therethrough to permit the latter to perform its predetermined function. Both the cover 15 and base flange 12, are apertured at their extremities to receive fastening devices by which they may be secured together, as well as fastened to vtheir respective supports. One of these magnets just described, which will be designated as the service air magnet, is supported in an inverted position by the two L-shaped brackets 16, the right angularly extending upper positions of which are suitably apertured to receive the fastening members passing through said cover and base of the magnet. L-shaped brackets 16 are secured to two adjacent ties and disposed contiguous to one of the rails 2 at a point about three hundred yards to the rear of the semaphore 3. The other magnet 11 which will be termed the emergency air magnet, has its base 12 `mounted directly upon two adjacent ties at a point approximately opposite the semaphore and is disposed in direct alinement with the service magnet 10.

Within a well conveniently located near each semaphore, is the battery 18 and in the circuit of the latter, are arranged in series, the switch 6 and the windings of the two magnets 10 and 11, whereby, when the switch 6 is closed by reason of the semaphore being brought to a danger position, a current will flow from the positive pole or battery 18, through conductor 19 to one terminal of the electromagnet 10, from the other terminal thereof through conductor 20, to one terminal of electromagnet 11, from the opposite terminal thereof through conductor 21 to binding post 7 of switch 6, through the latter, binding post. 8, and conductor 22, to the negative pole of battery 18, thus energizing the two magnets for a purpose hereinafter to be described.

To effect an application of the brakes, as well as displayment of a visible signal in the locomotive cab when the movable arm (to be referred to later) carried by the same passes over the energized magnets 10 and 11, there is Idisposed within the' locomotive cab, at any convenient location therein, but preferably in close proximity to the main air valve, a substantially rectangular casing 23, provided with the two doors 24, and 25, together with the air pipe openings 26, formed therein in planes at right angles to each other, to provide passages for the auxiliary air pipes 27 and 28 extending from the main air pipes. A valve housing 29, provided with a rotary `valve, is disposed within said casing 23 at the juncture of the two pipes 27 and 28 to connect the same. Said rotary valve is formed with a laterally projecting stem 30, which carries the arm 31. This latter at a point suitably'spaced from its upper end, also carries an arm or extension 32, which is likewise provided with an arm 33 having a coiled spring 34 which normally holds the valve closed and the arm 31 ina position substantially at right angles to the air pipe 27. The upper extremities of both arms 31 and 33Iare re- -duced for a purpose to be hereinafter deat its extremities the two extensions 40 and 41. The.latter extends through channel 38 and if the plunger 35 has been brought to its actuated position, will project through a suitable opening formed in the back of the solenoid casing and extend to a point slightly to the rear thereof. If, however,

the plunger is in its normal position, the free end ofextension 41 will lie in rear of the back ofv solenoid 35 and in alinement with the opening therein. The other eX- tension 40, projects through the opening formed in the .front of the solenoid casing and has its outer portion slotted as at 41 to receive the reduced end of the alrm 33, whereby when the plunger 35 is drawn inwardly, said arm 33 will be actuated, valve stem rotated and the air valve completely opened, so as to immediately bring the train to a full stop. Therefore, as the action of this relay 35 is to bring the train to an instantaneous stop, it shall be designated as the emergency relay.

lVithin the casingi23 abutting the rear of solenoid 35. is an annular casing 42 provided with a downwardly swinging hinged cover 43 which may be fastened by any suitable locking means 44, whereby all tampering with the contents of the casing is prohibited. A spring motor 45 is mounted within casing 42 and through a train of meshing pinions 46 rotates the revolubly mounted shaft 47. Carried by the latter,

is a metallic disk 48 which bears against a stop 49. A clock chart 50 is disposed upon the shaft contiguous to the disk 48, said chart having thereon twenty-four equal divisions which correspond to the twentyfour hours of the day, and these twentyfourdivisions, are further divided into half hours, quarters, etc., as will be readily understood. In the back of casing 42, in alinement with the extension. 41 of plunger 39, is an opening 51, provided wi'th an inwardly extending sleeve 52. Slidably mounted in the latter is a punch 53 having its outer end pointed. Punch 53 also carries a coiled spring 54 to return the punch to normal position. An L-shaped bar 55 depending from the top of casing 42, is formed with an opening in its free end which coacts with punch 53 to limit the penetration lof the latter as will be readily understood. As the upper portion of the chart 50 rotates intermediately the punch 53 and block 55, it will be apparent thatwhen the former is forced inwardly, it will pass through the chart and enter the opening in said bar 55, thus indicating the time the signal was given.

Supported in front of chart 50 is an ink vor pencil marker 56. which normallyvbears against the face of said chart, whereby,

when the latter has completed a revolution, there will be an unbroken circle thereon. rl`he marker 56 is supported in proper position by the spring holder 57. which latter has one extremity secured to the door 43 as at 58 so that when the plunger 39 is actuated, its extension will strike against the extremity of holder 58 and move the same horizontally through its guides, whereby to disengage the marker from the face of the chart; hence each and every actuation of the plunger will cause a break 1n the clrcle,

informing the train despatcher the exact number of times the engineer permitted his train to pass a danger signal. i Also, as the marker holder is mounted upon the door 43, any attempt on the part of the engineer to tamper with the chart will be shown, because opening door 43 will remove the pencil and in this manner, break the circle. To lock the plunger in its actuated position, we provide a spring actuated catch 6l which engages a 'shoulder 62 formed in the plunger extension 40. A hand release 63 enables the engineer to disengage said latch ($1 whenever he desires to do so. Therefore, from the foregoing, it will be seen that when emergency magnet or solenoid 35 is energized, plunger 39 will be drawn inwardly and the brakes instantly applied, while at the same time, there is a record made, signifying the exact minute the same, occurred.

Beside the emergency solenoid 35 in casi -gency solenoid is energized; therefore the recess 37 is slightly longer insolenoid 35 `than in solenoid 64, as will be readily un- .derstood without further explanation. This last mentioned solenoid 64 will be designated as the service magnet, because it does not completely open the air valve, but simply brings the train to a gradual stop in the same manner as if the engineer had stopped the train in the ordinary way.

A switch panel 68, vertically supported within the casing 23, upon suitable brackets 68 carries the two switches 69 and 70 and the terminal 71 for "a purpose to be hereinafter referred to.

A battery 72 arranged within the cab at any convenient location therein, but pref-- erably under the engineers sean-supplies thel necessary currents for the emergency and service solenoids 35 and 64. as well as for the signal lamp 73, which is also mounted` 74 and projects through the opening 76 in the latter and extends in a plane at right angles to the projecting portion sufliciently to pass above and below the service and emergency air magnets 10 and 11 hereinbefore referred to. Adjacent the inner pivoted end of arm 77- is an upwardly and right angularly projecting branch 79, on the top of which is disposed an insulated T- head 80. Two equalizing coil springs 81 fastened to the casing and to opposite sides of the branch 80, normally maintain the arm 77 in a horizontal position.

Immediately in front of the branch 79 are the lower extremities of the two spring contacts 82 and 83 which are properly insulated from each other and depend from the insulated block 84 affixed to the side of the casing 75. By arranging the contacts in this manner, when the arm 77 is moved downwardly, as the lower extremity of spring 82 is in the path of the moving T- head 80, the two contacts 82 and 83 are brought together and the circuits which they control are thereby closed. To the rear of branch 79, are two more spring contacts 85 and 86 which are vertically supported in insulated relation upon the insulated bracket 87 as clearly shown in Fig. 10. By this means, when the arm 77 is elevated, as the spring contact 86 will be in the path of the opposite end of T-head 80, the two contacts 85 and 86 will be brought together and the circuit which they control closed. These spring contact members 82 and 83 are connected in series with the battery 72 and the emergency magnet or solenoid 35, so that when they are brought together, current will flow from the positive terminal of the battery 72 through conductor 88, spring contacts' 82 and 83, conductor 89, terminal 71, conductor 90 to one binding post of solenoid 35 and from the other binding post thereof through conductor 91, switch 69, conductor 92 to the opposite pole of said battery 72 which energizes the emergency magnet or solenoid 35, causing the saine to operate in the manner hereinbefore described.

l'The spring contacts 85 and 86 are con1 nected in series with the service magnet 64 and signal lamp 73, and although these are in series with each other, they are connected in parallel with the emergency solenoid 35 and contacts 82 and 83. Therefore, when the arm 77 passing beneath service track magnet 10, is elevated, T-head 80 will be brought into engagement with spring contact 86, causing the latter to contact with adjacent spring contact 85 to close the other circuit of battery 72 and allow the current to flow from the positive pole of said battei-v 72 through conductors 88, 93, 94, spring contacts 86 and 85, coil 96 (whose function will appear later) conductor 97, signal lamp 73, conductor 98 to one terminal of the switch 101, which is situated in the cab and permits the engineer to release the service air magnet or solenoid whenever desired. From the oppositeterminal of switch 101, the current flows through conductor 99 to one terminal of the service magnet or solenoid 64, through the latter, and' from the other terminal thereof through conductor 100 to the negative pole of battery 72. This current lights the signal lamp 73, energizes service magnet 64, causing the retraction of its plunger and a gradual application of the brakes, as hereinbefore .mentioned As the arm 77 is returned to a horizontal position immediately after it leaves the magnet 'deld of theservice itrack magnet 1Q, it is necessary to prevent the separation of contacts 85 and 86, otherwise the circuit of service magnet or solenoid 64 and signal lamp 73 would be broken. Therefore, we include in the circuit last traced a small magnet 9.6 which is mounted in casing 74 directly at the back of the spring contact 85. Above this magnet is a spring mounted armature 102 which, when the contacts 85 and 86 are brought together, will be drawn downward to hold them in this position and thus maintain the circuit in closed condition.

To permit the engineer to occasionally test the emergency magnet or solenoid 35 to ascertain whether or not the same is in perfect working condition, we provide the hereinbefore mentioned switch which is mounted upon switch panel 68. This switch, when closed allows the current .to

flow from the positive pole of battery 72l through conductors 88, 93, 103, to one terminal of switch 71: through the switch to the other terminal, and from thence through conductor 90, solenoid 35, conductor 91, switch 69, conductor 92 to the negative pole of battery 72. Of course, it will be understood that normally this switch is open. panel 68, enables the engineer to break the circuit of battery 72, should his train come to a stop with its arm. 77 resting on one of the energized magnets 10 or 11.

Vith the parts hereinbefore described in normal position, the modus operandi of our improved signal system is as follows: When the semaphore arm 4 has been raised to a position indicative of danger, the switch 6 will be thereby closed and the circuit of battery 18 closed through service air magnet 10 and emergency air magnet 11, energizing the same, so that when the arm 77 carried by the engine sweeps under the energized service air magnet 10, it will be attract-ed, which will elevate the same, so as to bring the contacts 85 and 86 together and close the circuits which they control. This permits the current to fiow in the manner hereinbefore traced, lighting the signal lamp and The other switch 69 mounted on the Licence energizing the service air magnet or solenoid 61, whereby the latter Will actuate its plunger, causing the same to operate arm 31 and partially open .the service air valve 29 to thus slowly bring the train to an ordinary stop. However, should the train fail to come to a stop after traveling about 300 feet, the distance .between the service air magnet 10 and energizing magnet 11, thev latter Will attract the. arm 77 as it asses thereover, and pulling the same own- Wardly, will cause the T-head 80 to bring spring contacts 82 and 83 together, closing tlie circuit controlled thereby and energizing the emergency magnet or solenoid 35, Which, retracting its plunger by reason thereof, Will operate arm 33 and completely open the air valve, which instantly stops the train. Simultaneously With the actuation of the arm 33, the plunger extension 38 contacting With punch 53, causes the latter to pass through chart 50 and register the exact time at Which the emergency signal Was given.

From the foregoing, it Will be seen that We have provided a block signalingsystem which is simple, eiicient, and one Which will not only Warn the engineer as Well as stop his train, but Will also record each danger signal which he fails to heed.

From the foregoing description, taken in connection With the accompanying drawings, the construction and operation of the invention Will be readily understood Without requiring a more extended eXplanation. Various changes in form, proportion and -in the minor details of construction may be resorted to Without departing from the principle oisacriicing any of the advantages of the claimed invention.

Having thus described our invention, what we claim is:

1. 1n an automatic block signaling system, the combination of a pair of electromagnets disposed in vertically and longitudinally spaced relation contiguous to the track, an energizing circuit for s aid magnets and means carried by the train. for cooperation With the latter, substantially as and for the purpose set forth. n

2. 1n an automatic block signaling system, the combination of a pair of electromagnets disposed in vertically and longitudinally spaced relation contiguous to the track, an energizing circuit for said magnets and avertically movable arm carried by the train and coperating with said magnets, substantially as and for the purpose set forth.

3. 1n an automatic block signaling system of the character specified, the combination of a pair of electromagnets disposed in vertically and longitudinally spaced relation adjacent the track, an energizing circuit for said magnets, a movable arm carried by the train and adapted to be actuated in opposite directions, by said magnets substantially as and for the purpose set forth.

4. Iii an automatic block signaling system of the character described, the combination of a pair of electromagnets disposed in alined, andvvertically and longitudinally spaced relation contiguous to the track, an

.energizing means for said magnets, a movable arm carried by the train and adapted to be actuated in opposite directions by said magnets, and independent circuits on the train, one being controlled by movement of the arm in one direction, the other by movement of said arm in the opposite direction, substantially as and for the purpose Set forth.

5. 1n an automatic block signaling system, the combination With a pair of electromagnets disposed in vertically spaced planes, contiguous to the track, means to energize said magnets, and a movable arm carried by thetrain and movable vertically in opposite directions from inoperative to operative positions by said magnets, substantially as and for the purpose set forth.

6. In an automatic block signaling system, of the character set forth, the combination of a pair of electromagnets disposed in vertically and longitudinally spaced relation contiguous to the track, means to energize said magnets, a. movable arm having neutral and operative positions, said arm cooperating With said magnets to be actuated by the latter and moved in opposite directions from neutral to operative positions, and independent circuits carried by the train, each operative `position of said arm controlling one of said circuits, substantially as and for the purpose set forth.

7 1n an automatic block signaling system the combination of a pair of electromagnets disposed adjacent a track in vertically spaced relation, an energizing circuit for said magnets, and means carried by the train to pass intermediate said magnets and coperate with the latter, substantially as and for the purpose set forth.

8. 1n an automatic block signaling system the combination of a pair of electromagnets disposed in vertically lspaced relation adjacent the track, an energizing circuit for said magnets, a vertically movable arm carried by the train operable in opposite directions and adapted to pass intermediate said magnets, and independent circuits on the train, one being controlled by the movement of the arm in one direction,

the other by the movement of the latter in the opposite direction, substantially as and for the purpose set forth.

9. 1n an automatic block signaling system, the combination of a pair of electromagnets disposed in vertically spaced relation adjacent a track, an energizing circuit for said magnets, and a movable arm set our hands in presence of two subscriboperable vertically to different operative ing Witnesses. positions when passed intermediate said ARTHUR P. SANBORN.

magnets, dependent on which of the latter is i ROY C. WILSON. 5 'energized substantially as and for the pur- Witnesses:

pose set forth. HORACE R. HoR'roN,

In testimony whereof we have hereunto s ROBERT WINTER. 

